CN107107486B - Method for producing hybrid structural components for motor vehicles and corresponding hybrid structural components - Google Patents

Abstract

The invention relates to a method for producing a hybrid structural component for a motor vehicle, comprising: forming a sheet of metal material; providing a composite sheet; applying a layer of joining material on one face of the sheet of metal material or on one face of the sheet of composite material; forming a hybrid member by forming the composite material plate into a shape of the metal material plate and joining the composite material plate to the metal material plate via the connecting material layer; and producing a hardened member by secondary molding using a polymer material.

Description

Method for producing hybrid structural components for motor vehicles and corresponding hybrid structural components

technical field

The present invention relates to a method for producing a hybrid structural part for a motor vehicle and a corresponding hybrid structural part.

Background technique

The term hybrid structural component refers to a structural component formed from several different materials, especially structural components formed from metallic materials and one or more polymeric materials.

Certain structural components of a motor vehicle are particularly stressed during an impact and must be able to absorb a portion of the impact energy to maintain the structural integrity of the vehicle. Such structural members must also be strong enough to withstand various structural functions. In the case of a motor vehicle center pillar, for example, during a side impact, the motor vehicle center pillar is stressed to a high degree and must also hold the rear door by hinges and the front door resistance by the closing system of the front door.

In addition, manufacturers are making motor vehicle structures lighter in order to reduce the energy consumption of motor vehicle structures.

So-called hybrid structures formed from different materials are known, and these known hybrid structures are generally formed from metallic and polymeric materials.

Document DE3011336A1 discloses a lightweight component obtained by gluing or pressing to assemble sheet metal and fiber-reinforced polymer material. The described method produces parts with a reinforced appearance, but makes no mention of the strength of the parts obtained.

Document EP0370342A2 describes a lightweight structural component that is easy to produce and has good strength and stiffness. The part is formed from a hollow piece having a set of ribs in its cavity made of injected polymer material. The hollow part may be metallic or may be a fiber reinforced polymer formed by hot pressing. The set of ribs is joined to the hollow member by a cross connection. This type of connection has the disadvantage of weakening the hollow part. Furthermore, this connection by means of discontinuities does not allow the hollow part and the rib set to work optimally in combination and hinders weight reduction.

Document EP1550604B1 describes a method for producing hybrid structural components, in which a sheet of metallic material coated with a heat-activated surface coating is preformed and a thermoplastic material is subsequently applied to the surface coated side of the sheet of metallic material. Although the strength of this type of hybrid component is suitable for semi-structural components, this type of hybrid component will prove insufficient to withstand impact, especially for structural components of motor vehicle chassis such as center pillars, pillars A or C, longitudinal Outboard beams, roof rails, impact beams or any other vehicle structural member.

Document DE 102009042272 A1 describes a structural component having a reinforcing layer made of polymer material placed on a metal sheet and a reinforcing structure made of thermoplastic material applied to the reinforcing layer, and the structural component has rib. The edges of the sheet metal are not covered by reinforcement layers or reinforcement structures.

SUMMARY OF THE INVENTION

The present invention aims to overcome these drawbacks by proposing a method for producing hybrid structural components for motor vehicles that are lightweight and resistant, especially in the event of impacts.

In this regard, the object of the present invention relates to a method for producing a hybrid structural component for a motor vehicle, characterized in that the method comprises the following steps:

(a) Sheets of formed metal material,

(b) providing a composite sheet comprising at least one fibrous layer impregnated or embedded in a polymer matrix, especially a thermoplastic or thermosetting polymer matrix, the fibrous layer being selected from the group consisting of unidirectional fiber layers and woven fiber layers,

(c) applying a layer of adhesive material on one side of the sheet of metallic material before or after forming, or applying a layer of adhesive material on one side of the sheet of composite material before or after forming,

(d) forming a hybrid member by forming the composite material sheet into the shape of the metallic material sheet and joining the composite material sheet to the metallic material sheet by means of the adhesive material layer,

(e) producing a hardened member by overmolding at least a portion of the thus formed hybrid member using a polymeric material, such as a thermoplastic or thermoset polymer, to form a hybrid structural component.

This method allows to obtain particularly resistant, especially impact-resistant, and lightweight hybrid structural components. The metal sheet provides good resistance to elongation, and in the event of significant deformation, the composite sheet matches the shape of the metal sheet and increases the stiffness and mechanical strength of the assembly while increasing the impact absorption capacity of the assembly. big. Finally, the overmolded polymer material hardens and consolidates the hybrid structural component.

According to the invention, the forming step (d) of the hybrid member is carried out such that the sheet of composite material partially covers the face of the sheet of metallic material, and the step (e) of producing the hardened member is carried out such that the polymer material at least partially covers the sheet of metallic material the portion of the face not covered by the composite sheet.

It should be noted that steps (a) and (b) can be performed in any order; the steps can be reversed.

step (a)

For forming step (a), this step may be a cold or hot working step. The sheet of metallic material may be a sheet of metal having a thickness of, for example, 0.1 mm to 1.5 mm, advantageously 0.1 mm to 1 mm, preferably 0.2 mm to 0.8 mm. The sheet of metallic material may be aluminium, magnesium, titanium or an alloy based on one or more of these metals, or may be an iron based alloy such as steel or stainless steel. The metallic material may be a cold workable material, especially steel.

The metal sheet preferably forms the outer part of the final hybrid structural component. Because the plate is metal, it can be assembled to the body by usual welding techniques without changing the methods currently existing on the factory assembly line.

step (b)

For step (b) of providing a composite sheet, the sheet comprises at least one fiber layer selected from the group consisting of unidirectional fiber layers and woven fiber layers impregnated or embedded in a thermoplastic or thermoset polymer matrix. The fibrous layer thus forms a continuous reinforcement which extends over the entire or part of the length of the component or over the entire or part of the surface of the component. Thus, the presence of one or more layers of this type increases the strength of the hybrid structural component.

When the composite sheet has multiple layers of unidirectional fibers, the multiple layers of unidirectional fibers are preferably all aligned in the same direction. In general, the direction of the unidirectional fibers is chosen to be parallel to the direction of the largest dimension of the part to be produced.

Where there are several layers of woven fibers, the main directions of the fibers may be the same or different from each other.

Advantageously, the fibers or unidirectional fibers of the woven web may be arranged in the direction of the largest dimension of the structural component to be produced to increase the strength of the component along the largest dimension of the component.

According to embodiments, the composite panel may comprise at least one layer of unidirectional fibers and at least one layer of woven fibers. The unidirectional fibers increase the stiffness and stress resistance of the hybrid structural component in the fiber direction, while the woven fibers increase the impact resistance of the hybrid structural component. This results in a hybrid structural component that is particularly able to resist and absorb shocks.

Advantageously, the composite sheet provided in step (b) may comprise one or more layers of identical or different fibres selected from glass fibres, carbon fibres, basalt fibres, metal fibres and aramid fibres.

Preferably, the composite panel may comprise at least one layer of unidirectional carbon fibers and at least one layer of woven glass fibers.

The present invention is not limited to a particular number of unidirectional fiber layers and/or woven fiber layers. The number of layers can be selected, for example, according to the desired strength, in particular the breaking strength, and/or according to the desired maximum thickness. The thickness of the composite material sheet may for example be 3 mm to 6 mm, advantageously 3 mm to 5 mm, preferably 4 mm to 5 mm.

Advantageously, the composite panel may comprise alternating stacks of unidirectional fiber layers and woven fiber layers. These stacks may include 2 to 6 layers of fibers stacked. The stacks can advantageously be distributed symmetrically. For example, up to 7 stacks or more are envisioned. For example, 5 stacks consisting of 2 to 6 layers of fibers.

The fiber content of the composite panels can be variable. For example, the fibre content of the composite sheet is from 40% to 85% by weight, advantageously from 50% to 85%, preferably from 55% to 80%.

The thermoplastic polymer material present in the composite panel may be selected from the following: aliphatic polyamide (PA), polyphthalamide (PPA), polybutylene terephthalate (PBT), polypara Ethylene phthalate (PET), polycarbonate (PC), and even polypropylene and blends of these polymer materials. For example, polyamide 66 (PA66) or polyamide 6 (PA6) can be used.

The thermoset polymeric material present in the composite panel may be selected from polyester resins, ester vinyls, epoxies, polyurethanes or mixtures of these polymeric materials. Thus, an SMC (Sheet Molding Compound) type product can be formed.

Composite panels can be produced by known methods such as: RTM (Resin Transfer Molding) methods, possibly by compression molding (eg by calendering) on a twin belt press, by extrusion Shaping or other suitable methods such as monomer impregnation during polymerization.

This composite panel provides a higher energy absorption capacity for the final hybrid structural component, thereby increasing the impact resistance of the final hybrid structural component. Composite panels have multiple simultaneous failure modes when subjected to severe deformation, each of which absorbs energy. These failure modes are in particular:

- the polymer cracks,

- fibers split,

- delamination between composite layers (when multiple layers are present),

- loss of cohesion between fiber and polymer,

- Friction between fiber and polymer.

step (c)

This step may be performed before or after the forming step (a), preferably after the forming step (a), or after the step (b).

The adhesive material layer may be a polymer material layer, preferably chemically compatible with the polymer of the composite panel, but this is not mandatory.

Advantageously, the adhesive material is capable of joining the composite sheet to the metallic sheet under predetermined temperature conditions. Adhesive materials are referred to as "heat-activatable", also known as "hot melt" adhesives.

For example, the conditions under which the adhesive material is heat activatable are the hot embossing conditions of the composite sheet or the overmolding conditions of the overmolded material.

The binding material may be a crosslinkable material. Subsequent softening is not possible for this type of material, especially with exposure to a predetermined temperature for a given duration (advantageously exposure to a predetermined temperature in hot embossing conditions of a composite sheet) for a given duration Or when exposed to electrophoresis cycles on the production line and at predetermined temperatures in coating for a given duration). This has the advantage of being able to at least partially join the composite sheet to the metallic sheet with sufficient holding force to allow the composite sheet to pass through the motor vehicle manufacturer's production line while limiting or even preventing movement of the two sheets relative to each other This allows the two plates to remain in the correct geometrical position even if the cross-linking reaction ends during the manufacturer's heating process.

The adhesive material can also be a non-crosslinked hot melt material. The non-crosslinked hot melt adhesive material may be selected from copolyester-based or copolyamide-based materials, or polyolefin-based elastomeric thermoplastics.

The cross-linkable hot-melt adhesive material may be selected from copolyamide type materials, which may comprise isocyanates, epoxies or even polyolefins. Adhesive-type adhesive materials are described in WO2010-136241A1 and EP2435246A1.

It is also conceivable to provide other types of materials, as long as these materials are capable of thermal bonding, such as HCM (hot melt curable) polyurethane adhesives or silicone based materials such as described in CA 2321884C, this listing not limiting of.

For example, the following materials can be used:

X1333-P1、

HCM555、Lohmann

和

- Crosslinkable Hot Melt Adhesive Materials:

X1333-P1,

HCM555, Lohmann

and

CE20、EMS

CT100和

391。-Non-crosslinked hot melt adhesive material: EMS

CE20, EMS

CT100 and

391.

step (d)

In forming step (d) of the hybrid member, the composite material sheet may be formed before being applied to the metallic material sheet, and the composite material sheet is attached to the metallic material sheet using a layer of adhesive material. However, this forming step is advantageously performed at the same time as the joining step, so as to facilitate the production of the parts and shorten the manufacturing time.

This step (d) is performed so that the composite material sheet partially covers the face of the metallic material sheet.

Shaping can be carried out in particular by hot embossing, preferably directly on the sheet of metallic material.

The composite material sheet is joined to the metallic material sheet by means of a layer of adhesive material under predetermined conditions, which include, inter alia, temperature, pressure and possible duration.

Advantageously, these predetermined temperature conditions correspond to thermal embossing conditions of the composite sheet, which may vary depending on the composition of the composite sheet.

Advantageously, the forming step (d) of the hybrid member may be hot embossing (also referred to as hot pressing) the composite material sheet on the metal material sheet under effective temperature and pressure conditions to make the composite material sheet. In the step of forming the sheet, a layer of adhesive material is positioned between the sheet of composite material and the sheet of metallic material, the adhesive material capable of joining the sheet of composite material to the sheet of metallic material under hot embossing conditions.

This allows, inter alia, to use the same tool for steps (d) and (e), after which step (e) is carried out, eg by injection moulding or compression moulding. In the case where step (e) is performed by compression molding, this step may be performed simultaneously with step (d).

For example, thermal embossing can be performed in the following manner. The composite sheet is heated to a temperature sufficient to soften it prior to the hot embossing operation, eg, to a temperature equal to or greater than the melting temperature of the polymers of the composite sheet. The softened composite sheet is then placed in an embossing mold, a sheet of metallic material. Once the mold is closed, an embossing operation is performed on the composite sheet under effective pressure to shape the composite sheet. For example, the applied pressure may be 80 to 170 bar, preferably 100 to 150 bar. The mould may optionally be maintained at a temperature of 70°C to 160°C, preferably 80°C to 140°C while the pressure is being applied.

During the step of providing the composite sheet or at the end of the embossing step, it may advantageously be envisaged to give a step of recovering the ground stock from the composite sheet and to achieve it by cutting said sheet, or to give a step from the composite sheet The step of recovering the ground stock and effecting it by cutting the web or failed parts (defects) when the die is closed and/or during the stamping operation. These grounds can be ground in step (e) and advantageously reused.

step (e)

For step (e), which involves the production of a hardened member, this step overmolding at least a portion of the hybrid member formed in step (d) using a thermoplastic or thermosetting polymer material. This step strengthens the mixing element in particular by increasing the inertia of the mixing element.

Step (e) is carried out whereby the polymeric material at least partially covers the portion of the face of the sheet of metallic material that is not covered by the sheet of composite material.

The thermoplastic or thermoset polymeric material may be the same or different from the polymeric material forming part of the composite panel provided in step (b).

This step may be performed with a different tool than that of step (d).

Preferably, step (e) is performed with the same tool as used in step (d), especially when step (d) is performed by hot embossing, which reduces manufacturing costs. Step (e) may be an injection molding or compression molding step.

Advantageously, the stiffening members formed are reinforcing ribs, which optionally extend substantially perpendicular to the composite sheet, ie over the surface of the sheet.

In particular, when the sheet of metallic material has recesses, these stiffening members are advantageously arranged within the recesses to strengthen the assembly. In particular, in the event of an impact, the presence of the stiffening member limits the opening or closing of the recess to a greater extent under impact. Especially in the case of struts, the stiffening members limit the greater opening or closing of the recesses and the curvature in height or in the lateral direction of the struts while maintaining the edge spacing of the recessed sections.

Advantageously, the polymer material can be added with randomly placed fibers prior to overmolding to obtain a stronger stiffened member. These fibers may or may not be the same as the fibers present in the composite sheet of step (b). These fibers can be carbon fibers, glass fibers, basalt fibers, metal fibers or polymer fibers, especially aramid fibers.

Advantageously, the fibers added are of the same type as the one or more fibers present in the composite panel.

In particular, the polymeric material may comprise: ground stock from the composite sheet, and from step (d) or step (b); possibly supplementary polymers, especially polymers present in the composite material of the composite sheet or other polymers that are chemically compatible.

This reduces the overall production cost of the hybrid component.

The invention also relates to a hybrid structural component for a motor vehicle obtainable by implementing the method according to the invention, the hybrid structural component comprising:

- sheets of metallic material, especially shaped sheets of metallic material,

- a composite sheet, in particular a shaped composite sheet, which at least partially covers the face of the metal sheet, the composite sheet comprising at least one fibre layer immersed or embedded in a polymer matrix, said fibre layer selected from unidirectional fiber layers and woven fiber layers,

- a polymeric material, in particular moulded, which at least partially covers the face of the sheet of metallic material which is at least partially covered with the sheet of composite material, optionally forming ribs.

Such hybrid structural components are particularly resistant to impacts, especially in the case of impacts substantially perpendicular to the metal and composite panels.

The composition of the sheet of metallic material, the sheet of composite material and the polymeric material may be as described with reference to the method according to the invention.

The hybrid structural components may form structural struts. The structural strut may in particular be a central structural strut between two doors of the vehicle, or a front or rear structural strut. The structural struts can also be longitudinal outboard beams, or even roof rails, impact beams or any other structural member of the vehicle.

According to the invention, a sheet of composite material partially covers one face of the sheet of metallic material, and then the polymer material at least partially covers the part of that face that is not covered by the sheet of composite material. This limits the production of ground stock of the composite sheet and covers the voided surfaces of the metal sheet without affecting the impact resistance of the part.

Advantageously, the portion of the sheet of metallic material that is left uncovered, or some of these portions, may be the portion used to fasten the hybrid element to another structural element, wherein the hybrid element is fastened to the other structural element, in particular by welding. a structural component. These parts are, for example, edge parts of hybrid structural components. The attachment between the two pieces so achieved can be used to harden the mixing element, for example by forming a closed cross-section; the attachment between the two pieces so achieved can also be used to join the mixing element to Additional already pre-assembled metal parts of the body of a motor vehicle: for example, in the case of a central hybrid strut, the part of the sheet of metal material that is left uncovered can be welded in the upper part to the roof rails or roof side rails and Welded to outboard beams or metal rocker plates in the lower part.

Advantageously, at least one edge of the sheet of metallic material may have a predetermined fastening area which is not covered neither by the sheet of composite material nor by the polymeric material, said predetermined area of fastening being in particular welded, said predetermined fastening area. The solid regions are separated by regions covered with polymer material. This arrangement limits inertial cracking on the edges of the sheet of metallic material and thus prevents extensive fracture or deformation of the sheet of metallic material in these areas.

In this case, it is advantageous to foresee that the edge of the structural component to which the edge of the sheet of metal material is attached has a recess. The areas between the recesses are intended to be in contact with the fastening areas of the sheet of metallic material, the recesses are intended to be in contact with the areas of the sheet of metallic material coated with the polymer material. This strengthens the assembled edge.

Of course, several edges of the structural component that are intended to be fastened to the mixing component may each have recesses.

Advantageously, these recesses are shaped to compensate for the extra thickness of the edge of the sheet of metallic material associated with the presence of areas covered with polymer material.

The invention also relates to an assembly of hybrid structural components according to the invention assembled to, in particular, metallic structural components.

Description of drawings

The invention will now be described with reference to the following non-limiting figures:

- Figure 1 is an exploded perspective view of an embodiment of a hybrid structural component according to the invention,

- Figure 2 is a partial perspective view of a hybrid structural component according to another embodiment, a view of the concave side of the component,

- Figure 3a is a transverse cross-section of the part shown in Figure 2 assembled to a structural part; Figure 3b is a longitudinal cross-section of the edge of the part shown in Figure 2 assembled to a structural part.

Detailed ways

Figure 1 shows a central structural pillar 10 of a motor vehicle comprising:

- formed sheet metal material 12,

- Formed composite panels 14,

- a moulded polymer material 16 which at least partially covers the covering metal material sheet 1 covered with the composite material sheet 14 , the polymer material 16 optionally forming ribs 18 .

The metal material plate 12 is in the form of a hollow member and has a concave inner surface 12a and a convex outer surface 12b.

The composite material plate 14 covers the surface 12a of the metal material plate 12 . The composite sheet 14 contains several layers of fibers immersed or embedded in a polymer matrix.

It should be noted that the present invention is not limited to the particular shape of the face 12a of the sheet of metallic material 12 on which the sheet of composite material 14 is applied, which face 12a may be a convex face or other face.

The polymer material 16 here forms a set of ribs 18 which advantageously extend within the recesses of the plates 12 and 14 and partially cover the edges of the two plates 12 , 14 .

For example, the hybrid center strut 10 includes:

- Steel plate 10 with a thickness of 0.67mm,

- 4.35mm thick polyamide 66-based composite panels containing 55% to 80% by weight of unidirectional carbon fibers and woven glass fibers, and

- thermoplastic material made of polyamide 66 with a thickness of 2mm to 4.5mm, containing 50% by weight of chopped glass fibers,

The hybrid center strut 10 is 30% lighter than an all-steel strut, but has the same impact performance (eg, as tested by simulation).

Figures 2 and 3a, 3b partially illustrate a hybrid structural component 110 according to another embodiment. In this embodiment, the hybrid structural component 110 also includes a formed sheet of metallic material 112 , a formed sheet of composite material 114 , and a molded polymeric material 116 partially covering the sheet of metallic material 112 . As can be seen in FIGS. 2 and 3b , the polymer material 116 forms the ribs 118 .

As in the previous embodiments, the metal material plate 112 is in the form of a hollow member and has a concave inner surface 112a and a convex outer surface 112b.

In this embodiment, it should be noted that the sheet of metallic material 112 is not completely covered by the sheet of composite material 114 , especially at the longitudinal edges 113 a and 113 b of the sheet of metallic material 112 . These longitudinal edges 113a, 113b have fastening areas 120 alternating with areas 122 covered with polymer material 116 . The fastening region 120 is covered neither by the composite material sheet 114 nor the polymer material 116, thereby allowing the fastening region 120 to be fastened to a structural component, particularly by welding to a metallic structural component.

Furthermore, it should be noted that the portion of the sheet of metallic material 112 that is not the fastening area 120 and is not covered by the sheet of composite material 114 is covered with polymer material 116, as can be seen more specifically in Figure 3a (left part of the figure) seen. In other words, in this embodiment, each portion of the sheet of metallic material 112 that is not attached to the structural component is covered by the sheet of composite material 114 or the polymeric material 116 in transverse cross-section. In another embodiment not shown, there may be portions of the sheet of metallic material 112 that are not attached to structural components and are not covered by any other material.

The metal structural component 124 is partially shown in cross section 3a and cross section 3b. For better assembly with the hybrid structural component 110, the edge of the component 124 has a hollow area or recess 125 positioned opposite the area 122 covered with the polymer material 116 and designed to be Excessive thickness of the edge 113a due to the presence of these regions 122 is compensated.

Claims (15)

1. A method for producing a hybrid structural component for a motor vehicle, characterized in that it comprises the following steps:

(a) a sheet of metal material is formed,

(b) providing a composite sheet comprising at least one fibrous layer impregnated or embedded in a polymer matrix, said fibrous layer being selected from the group consisting of a unidirectional fibrous layer and a woven fibrous layer,

(c) applying a layer of adhesive material on one face of the sheet of metal material, either before or after forming, or on one face of the sheet of composite material before or after forming,

(d) forming a hybrid component by forming the composite material sheet into the shape of the metal material sheet and joining the composite material sheet to the metal material sheet by means of the adhesive material layer such that the composite material sheet partially covers a face of the metal material sheet,

(e) producing a hardened member by overmolding at least a portion of the shaped hybrid member with a polymeric material to form a hybrid structural component such that the polymeric material at least partially covers portions of the face of the sheet of metal material that are not covered by the sheet of composite material,

wherein at least one edge of the sheet of metal material comprises predetermined fastening areas which are covered neither by the sheet of composite material nor by the polymeric material, the predetermined fastening areas being separated by areas covered with the polymeric material.

2. The production method according to claim 1, wherein the forming step (d) of a mixing member is a step of hot-stamping the composite material sheet on the metal material sheet under effective temperature and pressure conditions to form the composite material sheet, the adhesive material layer being positioned between the composite material sheet and the metal material sheet, the adhesive material being capable of bonding the composite material sheet to the metal material sheet under hot-stamping conditions.

3. The method of claim 2, wherein steps (d) and (e) are performed with the same tool.

4. A production method according to any one of claims 1 to 3, wherein the composite sheet provided in step (b) comprises at least one unidirectional fibrous layer and at least one woven fibrous layer.

5. A production process according to any one of claims 1 to 3, in which the composite sheet provided in step (b) comprises one or more layers of the same or different fibres, selected from glass fibres, carbon fibres, basalt fibres, metal fibres or aramid fibres.

6. A production method according to any one of claims 1 to 3, wherein during step (e) the shaped stiffening members are stiffening ribs, optionally extending substantially perpendicular to the composite sheet.

7. The production process according to any one of claims 1 to 3, wherein randomly arranged fibers are added to the polymer used in step (e).

8. The production process according to any one of claims 1 to 3, wherein the polymer material used in step (e) comprises:

-the ground material from the composite board, from step (d) or step (b),

-optionally supplemented with a polymer.

9. The production method according to claim 8, wherein the polymer is a polymer present in a composite material of the composite material sheet.

10. A production process according to any one of claims 1 to 3, wherein the polymer present in the composite sheet, which is the same or different from the polymer used in step (e), is selected from: aliphatic polyamides, polyphthalamides, polybutylene terephthalate, polyethylene terephthalate, polycarbonates, polypropylene, mixtures of one or more of the foregoing polymers.

11. A production process according to any one of claims 1 to 3, wherein the polymer present in the composite sheet, which is the same or different from the polymer used in step (e), is selected from: polyester resins, vinyl ester resins, epoxy resins, polyurethane resins, mixtures of one or more of these resins.

12. A hybrid structural component (10, 110) of a motor vehicle, said hybrid structural component (10, 110) being obtainable by implementing a method according to any one of claims 1 to 10, said hybrid structural component (10, 110) comprising:

-a sheet of metallic material (12, 112),

-a composite sheet (14, 114), the composite sheet (14, 114) at least partially covering a face (12a, 112a) of the metallic sheet (12, 112), the composite sheet (14, 114) comprising at least one fibrous layer immersed or embedded in a polymeric matrix, the fibrous layer being selected from a unidirectional fibrous layer and a woven fibrous layer,

-a polymer material (16, 116) at least partially covering the face of the sheet of metal material at least partially covered with the sheet of composite material, the polymer material optionally forming ribs (18, 118),

characterized in that the composite material sheet (114) partially covers a face (112a) of the metallic material sheet (112) and in that the polymeric material (116) at least partially covers an uncovered portion of the face (112a),

at least one edge of the sheet of metal material (112) comprises predetermined fastening areas (120) which are neither covered by the sheet of composite material (114) nor by the polymeric material (116), the predetermined fastening areas (120) being separated by areas (122) covered by the polymeric material (116).

13. The hybrid structural component (10, 110) of claim 12, wherein the polymeric material (16, 116) is molded.

14. An assembly comprising a hybrid structural component (110) according to claim 12 and a structural component (124), characterized in that the hybrid structural component (110) is attached to the structural component (124) by the fastening region (120).

15. A combination according to claim 14, wherein the structural part (124) has at least one edge on which an edge (113a, 113b) of the sheet of metal material (112) is fastened, and wherein the edge of the structural part (124) has recesses (125), an area of the edge between the recesses being in contact with the fastening area (120) of the sheet of metal material, the recesses (125) being in contact with the area (122) of the sheet of metal material which is covered with the polymer material (116).

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